Gas-engine



- 3 Sheets-Sheet 1. H. SWAIN. GAS ENGINE.

(No Model.)

lllulllll'llllil'ul I lllllll Patented May 15,1894.

(No Model.) 3 Sheets-Sheet 2.

. H. SWAIN.

GAS ENGINE.

No. 519,880. Patented May 15,1894.

3 Sheets-Sheet 3. H. SWAIN. GAS ENGINE.

(No Model.)

Patented May 15, 1894.

UNITED STATES PATENT" OFFICE.

HADVVEN SWAIN, OF SAN FRANCISCO, CALIFORNIA.

GAS-ENGINE.

SPECIFICATION forming part of Letters Patent No. 519,880, dated May 15, 1894.

Application filed August 22, 1893. Serial No. 483,768. (No model.)

To all whom it may concern-.-

Be it known that I, HADWEN SWAIN, a citizen of the United States, residing at San Francisco, in the county of San Francisco and State of California, have invented certain new and usefullmprovements in Gas-Engines; and

clear, and exact description of the invention,

such as will enable others skilled in the art to which it most nearly appertains to make, use, and practice the same.

This invention relates to improvements in gas engines, and more particularly to the governors for the same, and consists in the novel construction and arrangements hereinafter fully set forth.

It has for its object to cut off the supply of gas when running above the desired speed and to do this with certainty for a full swing of the piston so as to permit of no half charges which are, in the present machines, wasted. Further to exert a direct and positive force upon the cut oif without depending on the centrifugal force of the governing weights to maintain the action of the cut off. And further to counter-balance the governor weights to cause in them simultaneous action and overcome the independent action of gravity upon each.

In the accompanying drawings, Figure l is a side elevation of a part of a gas engine, the fly wheel being cut away to show the eccentrics and levers by which the exhaust and inlet valves are operated. Fig. 2 is a front elevation of a gas engine, being cut away to show the driving shaft anti its connection with eccentrics and governor. Fig. 3 is a detail view in perspective of the eccentrics and governor. Fig. 4 is a transverse section of the same, showing the relative positions of the friction wheels at the free end of the levet for operating the inlet valve. Fig. 5 is a longitudinal section of the boxing of the free end of the said lever, showing the spring by which the parts are returned to their normal position after each operation.

In the drawings the letter A designates the driving shaft of the engine. Upon it is rigidly mounted the cog wheel A,which is geared with a pinion B The pinion B is mounted rigidly on the shaft B, on the outer end of which is mounted the eccentric B. By means of this arrangement through wheel A and lift.

pinion 13*, the desired revolution is imparted to the eccentric B from shaft A. Extending out from the edge of the eccentric B is the cam O. This cam 0, when the eccentric is rotated, strikes against the friction wheel 0', and forces back the free arm 0 of the bell crank lever 0 and thereby raising the arm 0 and connecting rod 0 which is attached to the end of the lever C". The lever 0 being fulcrumed in the center the raising of the end to which the rod C is attached lowers the other end, carrying the valve rod 0 and thereby opens the valve 0 on the gas pipe 0 and allows the gas to enter the cylinder of the engine. By this construction and arrangement it will be seen for every two revolutions of the driving shaft A the eccentric B is revolved, presenting the cam C, which operates upon the levers O and C, and their connections, to open the inlet valve 0 permitting the introduction of gas into the cylinder to give renewed impetus to the engine.

To govern the speed of the engine I provide means whereby the contact point on the lever C is moved out of the path of the cam 0 when a pre-determined speed has been reached, and by thus cutting 05 the supply of gas, allow the engine to come down to its normal speed. This I accomplish in the present invention by pivoting on the eccentric B weighted arms D and D, so pivoted and weighted that the free ends will be thrown apart or outward by the centrifugal force incident to the revolving of the eccentric B. To give added weight to these arms they are provided with the extensions D D which are extended through openings provided for them in the eccentric B. To these extensions I secure the ends of the tension spring D which draws the arms D and D together when not overcome by the centrifugal force caused by the heightened speed of the engine. To overcome the tendency to fall of each of the arms D D as it passes under the center I connect them by the link D which is pivotally attached to each on the reversed side of its pivot, that is to say to D, between the pivot and weight, and to D, beyond the pivot away from the weight. By means of this link the tendency of either to fall is overcome by having the weight of the other to While this operates to effectually prevent either of the arms to move independently it in no way interferes with any tendency to spread apart simultaneously as would be produced by the exertion of any centrifugal force.

Extending out from the arm D is the cam D. This cam is extended outward from the side of the eccentric at about right angles to the centrifugal force of the arms D D. Set in the path of this .cam D when the arms D D are spread, is the friction wheel D on the rod D The rod D is rigidly attached to the rod D upon the outward end of which is mounted the friction wheel 0, The rod D is passed through the boxing c at the end of the lever 0 and is provided with the spiral spring D, by which the wheel 0 is maintaind in the path of the cam 0. When now the engine reaches too great a speed the rapidity of the revolution of the eccentric B produces a centrifugal force in the weighted arms D D, which overcomes the tension of the spring D and throws them outward, placing the cam D in the path of the wheel D This wheel, with the rods D and D and the wheel C are then forced back, carrying the wheel 0 out of the path of the cam 0, thereby cutting oi the supply of gas and causing the engine to run by its inertia until the speed is reduced; when the centrifugal force which spreads the arms D D, being overcome by the spring D, the cam D is drawn out of the path of the wheel D and the spring D allowed to return the wheel 0 into the path of the cam G to open the valve 0 and,admit gas to the engine. By means of this construction of governor, half charges of gas to the engine and consequent Waste of same are overcome. The cam D is placed a little in advance of the cam C, whereby it operates to throw the wheel 0 back before the cam 0 reaches it. sufficient spread of the arms .D D the wheel D slip from the cam D the spring D could only force the wheel 0 against the side of the cam G, the incline of the cam having,

passed by the time the wheel D was drawn back.

Having thus described this invention, what I claim is- 1. In a gas engine, such as described, the combination of a lever for opening the inlet valve to admit gas to the engine, a cam connected with the running gear of the engine to engage and operate the said lever, and a governor having. spreading arms operated by centrifugal force, and provided with a cam operating at an angle to the spread of the said arms, adapted to remove the said lever from the path of the said cam of the running gear, substantially as set forth.

2. In a gas engine, such as described, the combination of a lever for operating the inlet valve to admit gas to the engine, and providedwith a spring actuated extension at the free end, a cam connected with the running gear of the engine to engage the spring actuated extension on the free end of the said 1e- Should, however, by reason of inver, and a governor having spreading arms operated by centrifugal force and provided with a cam, operating at an angle to the spread of the said arms, adapted to remove the spring actuated extension of the said lever from the path of the said cam of the running gear, substantially as set forth.

3. In a gas engine, such as described, the combination of the lever 0 adapted to operate the inlet valve to admit gas to the engine and provided with extensions 0 and D, a cam connected with the running gear of the engine to engage extension 0 and operate the lever C and a governor having spreading arms operated by centrifugal force and provided with a cam operating at an angle to the spread of the said arms and adapted to engage the extension D and force the extension 0 out of the path of the cam of the running gear, substantially as set forth.

4. In a gas engine, such as described, the combination of the lever 0 adapted to operate the inlet valve to admit gas to the engine and provided with extensions 0' and D cam 0 connected with the running gear of the engine adapted to engage the extension 0 to operate the lever 0 governor arms D D adapted to be spread by centrifugal force, and a cam connected to the arms of the governor and adapted to be placed thereby in the path of the extension D to force the extension 0 out of the path of the cam C,substantially as set forth.

5. In a gas engine, such as described, the

combination of the lever C adapted to operate the inlet valve to admit gas to the engine and provided with extensions 0 and D, a disk B connected with the running gear of the engine, cam 0 attached to the disk B and adapted to engage extension 0, governor arms D D adapted to be spread by centrifugal force, and cam D attached to arm D and adapted to be placed in the path of extension D to force the extension 0 out of the path of the cam O, substantially as set forth.

6. In a gas engine, such as described, the combination of the lever 0 adapted to operate the inlet valve to admit gas to the engine, the extensions 0 and D attached to the free end of lever 0 the eccentric B connected with the rnnninggear of the engine, cam 0 attached to the eccentric and adapted to engage extension 0, governor arms D D pivotally connected to eccentric B and adapted to be spread by centrifugal force, link D attached to arms D D to compel them to act in unison,can1 D attached to arm D, adapted to be placed in the path of the extension D to force the extension O out of the path of cam G, and spring D adapted to return the extensions O and D to their normal position, substantially as described.

I-IADWEN SWAIN.

'WVitnesses:

CHAS. J. ARMBRUSTER,

W. D. WEST; 

